U.S. patent number 9,937,935 [Application Number 15/161,527] was granted by the patent office on 2018-04-10 for braking systems for railway cars.
This patent grant is currently assigned to Amsted Rail Company, Inc.. The grantee listed for this patent is Amsted Rail-Faiveley LLC. Invention is credited to Jonathan Sunde.
United States Patent |
9,937,935 |
Sunde |
April 10, 2018 |
Braking systems for railway cars
Abstract
Braking systems for railway cars are provided. A braking system
defines a longitudinal axis, and includes a first brake assembly, a
second brake assembly, and an actuator operable to generate a
linear force, the actuator disposed proximate the second brake
assembly. The braking system further includes a movable rod and a
fixed rod extending between the first brake assembly and the second
brake assembly. In some embodiments, the braking system further
includes a dead lever and a slack adjuster disposed proximate the
first brake assembly, the slack adjuster connected to the first
brake assembly and the dead lever and operable to adjust a distance
along the longitudinal axis between a reference point of the first
brake assembly and a pivot point of the dead lever.
Inventors: |
Sunde; Jonathan (Greenville,
SC) |
Applicant: |
Name |
City |
State |
Country |
Type |
Amsted Rail-Faiveley LLC |
Greenville |
SC |
US |
|
|
Assignee: |
Amsted Rail Company, Inc.
(Chicago, IL)
|
Family
ID: |
58800943 |
Appl.
No.: |
15/161,527 |
Filed: |
May 23, 2016 |
Prior Publication Data
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|
|
|
Document
Identifier |
Publication Date |
|
US 20170334472 A1 |
Nov 23, 2017 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61H
15/0028 (20130101); B61H 1/003 (20130101); B61H
15/0014 (20130101); B61H 13/36 (20130101); B61H
15/00 (20130101); B61H 1/00 (20130101) |
Current International
Class: |
B61H
15/00 (20060101); B61H 1/00 (20060101) |
Field of
Search: |
;188/54,53,196R,197,198,153R,207 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
1074450 |
|
Feb 2001 |
|
EP |
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1428739 |
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Jun 2004 |
|
EP |
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WO2004/089717 |
|
Oct 2004 |
|
WO |
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WO2014/200974 |
|
Dec 2014 |
|
WO |
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WO2016/130512 |
|
Aug 2016 |
|
WO |
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WO2016/130513 |
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Aug 2016 |
|
WO |
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Other References
Amsted Rail-Faiveley LLC, International Patent Application No.
PCT/US2016/017094; International Search Report; dated Apr. 11,
2016; 2 pages. cited by applicant .
Amsted Rail-Faiveley LLC; International Patent Application No.
PCT/US2016/017097; International Search Report; Apr. 14, 2016 (2
pages). cited by applicant .
Amsted Rail-Faiveley LLC; PowerPoint Presentation; Dec. 16, 2015
(17 pages). cited by applicant .
Amsted Rail Company, Inc., International Patent Application No.
PCT/US2017/033071; International Search Report; dated Oct. 18,
2017; 2 pages. cited by applicant.
|
Primary Examiner: Williams; Thomas J
Assistant Examiner: Sy; Mariano
Attorney, Agent or Firm: Dority & Manning, P.A.
Claims
What is claimed is:
1. A braking system for a railway car, the braking system defining
a longitudinal axis and comprising: a first brake assembly, the
first brake assembly comprising a bar assembly, a plurality of
brake heads connected to the bar assembly, and a plurality of end
extensions connected to the bar assembly, the bar assembly
comprising a tension bar assembly and a compression bar; a second
brake assembly, the second brake assembly comprising a bar
assembly, a plurality of brake heads connected to the bar assembly,
and a plurality of end extensions connected to the bar assembly,
the bar assembly comprising a tension bar assembly and a
compression bar; an actuator operable to generate a linear force,
the actuator disposed between the tension bar assembly and the
compression bar of the second brake assembly; a fixed rod extending
between the first brake assembly and the second brake assembly; a
movable rod extending between the first brake assembly and the
second brake assembly, the movable rod connected to the actuator
and translatable along the longitudinal axis based on operation of
the actuator; and a live lever disposed proximate the second brake
assembly, the live lever comprising a first end, a second end, and
a pivot point between the first end and the second end, the first
end connected to the actuator, the second end connected to the
movable rod.
2. The braking system of claim 1, wherein each of the plurality of
end extensions of the first brake assembly and the second brake
assembly is connected at a first connection point to a brake head
and a bar assembly, connected at a second connection point to the
bar assembly, and not connected at the second connection point to
the brake head.
3. The braking system of claim 2, wherein a first mechanical
fastener connects each of the plurality of end extensions at the
first connection point to the associated brake head and bar
assembly, and wherein a second mechanical fastener connects each of
the plurality of end extensions at the second connection point to
the associated bar assembly.
4. The braking system of claim 1, wherein each tension bar assembly
comprises a first tension bar and a second tension bar spaced apart
from the first tension bar along a vertical axis.
5. The braking system of claim 1, wherein each of the plurality of
end extensions of the first brake assembly and the second brake
assembly comprises a connector body and a support body extending
from the connector body.
6. The braking system of claim 5, wherein the support body of each
of the plurality of end extensions of the first brake assembly and
the second brake assembly is offset from a midpoint of the
associated bar assembly along a vertical axis.
7. The braking system of claim 6, wherein the support body of each
of the plurality of end extensions of the first brake assembly and
the second brake assembly is below a midpoint of the associated bar
assembly along a vertical axis.
8. The braking system of claim 6, wherein the support body of each
of the plurality of end extensions is angled to a plane defined by
the longitudinal axis and a transverse axis.
9. The braking system of claim 1, wherein each of the plurality of
brake heads is offset from a midpoint of the associated bar
assembly along a vertical axis.
10. The braking system of claim 1, further comprising: a dead lever
disposed proximate the first brake assembly, the dead lever
comprising a first end, a second end, and a pivot point between the
first end and the second end, the first end connected to the
movable rod, the second end connected to the fixed rod; and a slack
adjuster disposed proximate the first brake assembly, the slack
adjuster connected to the first brake assembly and the dead lever
and operable to adjust a distance along the longitudinal axis
between a reference point and the pivot point of the dead
lever.
11. The braking system of claim 1, wherein the actuator is an air
bag.
12. The braking system of claim 1, further comprising a strut
assembly disposed between and connected to the tension bar assembly
and the compression bar of the second brake assembly, wherein the
pivot point of the live lever is coupled to the strut assembly.
13. A braking system for a railway car, the braking system defining
a longitudinal axis and comprising: a first brake assembly, the
first brake assembly comprising a bar assembly, a plurality of
brake heads connected to the bar assembly, and a plurality of end
extensions connected to the bar assembly, the bar assembly
comprising a tension bar assembly and a compression bar; a second
brake assembly, the second brake assembly comprising a bar
assembly, a plurality of brake heads connected to the bar assembly,
and a plurality of end extensions connected to the bar assembly,
the bar assembly comprising a tension bar assembly and a
compression bar; an actuator operable to generate a linear force,
the actuator disposed between the tension bar assembly and the
compression bar of the second brake assembly; a fixed rod extending
between the first brake assembly and the second brake assembly; a
movable rod extending between the first brake assembly and the
second brake assembly, the movable rod connected to the actuator
and translatable along the longitudinal axis based on operation of
the actuator; and a live lever disposed proximate the second brake
assembly, the live lever comprising a first end, a second end, and
a pivot point between the first end and the second end, the first
end connected to the actuator, the second end connected to the
movable rod, wherein each of the plurality of end extensions of the
first brake assembly and the second brake assembly comprises a
connector body and a support body extending from the connector
body, wherein the support body of each of the plurality of end
extensions of the first brake assembly and the second brake
assembly is offset from a midpoint of the associated bar assembly
along a vertical axis, and wherein each of the plurality of brake
heads is offset from a midpoint of the associated bar assembly
along the vertical axis.
14. The braking system of claim 13, wherein each of the plurality
of end extensions of the first brake assembly and the second brake
assembly is connected at a first connection point to a brake head
and a bar assembly, connected at a second connection point to the
bar assembly, and not connected at the second connection point to
the brake head.
15. The braking system of claim 14, wherein a first mechanical
fastener connects each of the plurality of end extensions at the
first connection point to the associated brake head and bar
assembly, and wherein a second mechanical fastener connects each of
the plurality of end extensions at the second connection point to
the associated bar assembly.
16. The braking system of claim 13, wherein each tension bar
assembly comprises a first tension bar and a second tension bar
spaced apart from the first tension bar along a vertical axis.
17. The braking system of claim 13, wherein the support body of
each of the plurality of end extensions of the first brake assembly
and the second brake assembly is below a midpoint of the associated
bar assembly along a vertical axis.
18. The braking system of claim 13, wherein the support body of
each of the plurality of end extensions is angled to a plane
defined by the longitudinal axis and a transverse axis.
19. The braking system of claim 13, further comprising: a dead
lever disposed proximate the first brake assembly, the dead lever
comprising a first end, a second end, and a pivot point between the
first end and the second end, the first end connected to the
movable rod, the second end connected to the fixed rod; and a slack
adjuster disposed proximate the first brake assembly, the slack
adjuster connected to the first brake assembly and the dead lever
and operable to adjust a distance along the longitudinal axis
between a reference point and the pivot point of the dead
lever.
20. The braking system of claim 13, further comprising a strut
assembly disposed between and connected to the tension bar assembly
and the compression bar of the second brake assembly, wherein the
pivot point of the live lever is coupled to the strut assembly.
Description
FIELD OF THE INVENTION
The present invention relates generally to braking systems for
railway car, and more particularly to improved slack adjusters,
struts assemblies, and brake assemblies for railway car braking
systems.
BACKGROUND OF THE INVENTION
Railway cars are widely used for transportation of goods and
passengers throughout the United States and abroad. Railway cars
generally include one or more truck assemblies including a
plurality of specially designed wheels for traveling along a vast
infrastructure of railway tracks. Braking systems are generally
disposed between adjacent pairs of wheels for facilitating the
stopping or slowing down of the railway car.
A braking system can generally include front and rear brake
assemblies, each including a pair of brake heads with brake pads
for contact with an outer periphery of the wheels when the front
and rear brake assemblies are moved away from one another.
Commonly, an air cylinder is provided in the braking system for
generating the force that causes such movement. The air cylinder or
another actuator causes movement of a linkage system which is
connected to and causes movement of the front and rear brake
assemblies.
Many braking systems further include assemblies conventionally
known as slack adjusters for adjusting the movement of the front
and rear brake assemblies as required. In particular, slack
adjusters compensate for brake pad wear by adjusting the movement
of the front and rear brake assemblies based on changes in the
distance that the brake heads must travel to contact the wheels.
Typically, a slack adjuster is built into one of the rods in the
linkage system. For example, such linkage systems can include two
movable rods, one of which can include a slack adjuster, and two
movable levers.
Improvements in slack adjuster and brake assembly design generally
are, however, desired in the art. For example, improvements in the
force transmission capabilities, robustness, and overall weight of
brake assembly designs are generally desired.
BRIEF DESCRIPTION OF THE INVENTION
Aspects and advantages of the invention are set forth below in the
following description, or may be obvious from the description, or
may be learned through practice of the invention.
In accordance with one embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system
defines a longitudinal axis, and includes a first brake assembly
and a second brake assembly. The first brake assembly and the
second brake assembly each include a bar assembly and a plurality
of brake heads connected to the bar assembly. The bar assembly of
the first brake assembly defines a reference point. The braking
system further includes an actuator operable to generate a linear
force, the actuator disposed proximate the second brake assembly.
The braking system further includes a fixed rod extending between
the first brake assembly and the second brake assembly, the fixed
rod coupled to the actuator, and a movable rod extending between
the first brake assembly and the second brake assembly, the movable
rod translatable along the longitudinal axis based on operation of
the actuator. The braking system further includes a live lever
disposed proximate the second brake assembly, the live lever
including a first end, a second end, and a pivot point between the
first end and the second end, the first end connected to the
actuator, the second end connected to the movable rod. The braking
system further includes a dead lever disposed proximate the first
brake assembly, the dead lever including a first end, a second end,
and a pivot point between the first end and the second end, the
first end connected to the movable rod, the second end connected to
the fixed rod. The braking system further includes a slack adjuster
disposed proximate the first brake assembly, the slack adjuster
connected to the first brake assembly and the dead lever and
operable to adjust a distance along the longitudinal axis between
the reference point and the pivot point of the dead lever.
In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system
defines a longitudinal axis. The braking system includes a first
brake assembly, the first brake assembly including a bar assembly
and a plurality of brake heads connected to the bar assembly, the
bar assembly including a tension bar assembly and a compression
bar, and wherein a reference point is defined on the tension bar at
a central point along a transverse axis. The braking system further
includes a second brake assembly, the second brake assembly
including a bar assembly and a plurality of brake heads connected
to the bar assembly, the bar assembly including a tension bar
assembly and a compression bar. The braking system further includes
an actuator operable to generate a linear force, the actuator
disposed between the tension bar assembly and the compression bar
of the second brake assembly. The braking system further includes a
fixed rod extending between the first brake assembly and the second
brake assembly, the fixed rod coupled to the actuator, and a
movable rod extending between the first brake assembly and the
second brake assembly, the movable rod coupled to the actuator and
translatable along the longitudinal axis based on operation of the
actuator. The braking system further includes a live lever disposed
between the tension bar assembly and the compression bar of the
second brake assembly, the live lever including a first end, a
second end, and a pivot point between the first end and the second
end, the first end connected to the actuator, the second end
connected to the movable rod. The braking system further includes a
dead lever disposed between the tension bar assembly and the
compression bar of the first brake assembly, the dead lever
including a first end, a second end, and a pivot point between the
first end and the second end, the first end connected to the
movable rod, the second end connected to the fixed rod. The braking
system further includes a slack adjuster disposed between the
tension bar assembly and the compression bar of the first brake
assembly, the slack adjuster connected to the tension bar assembly
of the first brake assembly and the dead lever and operable to
adjust a distance along the longitudinal axis between the reference
point and the pivot point of the dead lever. Rotation of the first
end of the dead lever about the pivot point of the dead lever
within a first angle range causes no adjustment of the distance
along the longitudinal axis between the reference point and the
pivot point and rotation of the first end of the dead lever about
the pivot point of the dead lever within a second angle range
different from the first angle range causes adjustment of the
distance along the longitudinal axis between the reference point
and the pivot point.
In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system
defines a longitudinal axis. The braking system includes a first
brake assembly, the first brake assembly including a bar assembly
and a plurality of brake heads connected to the bar assembly, the
bar assembly including a tension bar assembly and a compression
bar. The bar assembly further includes a second brake assembly, the
second brake assembly including a bar assembly and a plurality of
brake heads connected to the bar assembly, the bar assembly
including a tension bar assembly and a compression bar. The bar
assembly further includes an actuator operable to generate a linear
force, the actuator disposed between the tension bar assembly and
the compression bar of the second brake assembly. The bar assembly
further includes a fixed rod extending between the first brake
assembly and the second brake assembly, and a movable rod extending
between the first brake assembly and the second brake assembly, the
movable rod connected to the actuator and translatable along the
longitudinal axis based on operation of the actuator. The bar
assembly further includes a live lever disposed proximate the
second brake assembly, the live lever including a first end, a
second end, and a pivot point between the first end and the second
end, the first end connected to the actuator, the second end
connected to the movable rod. The bar assembly further includes a
strut assembly disposed between and connected to the tension bar
assembly and the compression bar of the second brake assembly,
wherein the pivot point of the live lever is coupled to the strut
assembly.
In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system
defines a longitudinal axis. The braking system includes a first
brake assembly, the first brake assembly including a bar assembly
and a plurality of brake heads connected to the bar assembly, the
bar assembly including a tension bar assembly and a compression
bar, the tension bar assembly comprises a first tension bar and a
second tension bar spaced apart from the first tension bar along a
vertical axis. The braking system further includes a second brake
assembly, the second brake assembly including a bar assembly and a
plurality of brake heads connected to the bar assembly, the bar
assembly including a tension bar assembly and a compression bar,
the tension bar assembly including a first tension bar and a second
tension bar spaced apart from the first tension bar along the
vertical axis. The braking system further includes an actuator
operable to generate a linear force, the actuator disposed between
the tension bar assembly and the compression bar of the second
brake assembly. The braking system further includes a fixed rod
extending between the first brake assembly and the second brake
assembly, and a movable rod extending between the first brake
assembly and the second brake assembly, the movable rod connected
to the actuator and translatable along the longitudinal axis based
on operation of the actuator. The braking system further includes a
live lever disposed proximate the second brake assembly, the live
lever including a first end, a second end, and a pivot point
between the first end and the second end, the first end connected
to the actuator, the second end connected to the movable rod. The
braking system further includes a strut assembly disposed between
and connected to the tension bar assembly and the compression bar
of the second brake assembly, the strut assembly including a first
strut member and a second strut member, the second strut member
spaced from the first strut member along the vertical axis, wherein
the pivot point of the live lever is coupled to the first strut
member and the second strut member, and wherein the live lever is
disposed between the first strut member and the second strut member
along the vertical axis.
In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system
defines a longitudinal axis. The braking system includes a first
brake assembly, the first brake assembly including a bar assembly,
a plurality of brake heads connected to the bar assembly, and a
plurality of end extensions connected to the bar assembly, the bar
assembly including a tension bar assembly and a compression bar.
The braking system further includes a second brake assembly, the
second brake assembly including a bar assembly, a plurality of
brake heads connected to the bar assembly, and a plurality of end
extensions connected to the bar assembly, the bar assembly
including a tension bar assembly and a compression bar. The braking
system further includes an actuator operable to generate a linear
force, the actuator disposed between the tension bar assembly and
the compression bar of the second brake assembly. The braking
system further includes a fixed rod extending between the first
brake assembly and the second brake assembly, and a movable rod
extending between the first brake assembly and the second brake
assembly, the movable rod connected to the actuator and
translatable along the longitudinal axis based on operation of the
actuator. The braking system further includes a live lever disposed
proximate the second brake assembly, the live lever including a
first end, a second end, and a pivot point between the first end
and the second end, the first end connected to the actuator, the
second end connected to the movable rod.
In accordance with another embodiment of the present disclosure, a
braking system for a railway car is provided. The braking system
defines a longitudinal axis. The braking system includes a first
brake assembly, the first brake assembly including a bar assembly,
a plurality of brake heads connected to the bar assembly, and a
plurality of end extensions connected to the bar assembly, the bar
assembly including a tension bar assembly and a compression bar.
The braking system further includes a second brake assembly, the
second brake assembly including a bar assembly, a plurality of
brake heads connected to the bar assembly, and a plurality of end
extensions connected to the bar assembly, the bar assembly
including a tension bar assembly and a compression bar. The braking
system further includes an actuator operable to generate a linear
force, the actuator disposed between the tension bar assembly and
the compression bar of the second brake assembly. The braking
system further includes a fixed rod extending between the first
brake assembly and the second brake assembly, and a movable rod
extending between the first brake assembly and the second brake
assembly, the movable rod connected to the actuator and
translatable along the longitudinal axis based on operation of the
actuator. The braking system further includes a live lever disposed
proximate the second brake assembly, the live lever including a
first end, a second end, and a pivot point between the first end
and the second end, the first end connected to the actuator, the
second end connected to the movable rod. Each of the plurality of
end extensions of the first brake assembly and the second brake
assembly includes a connector body and a support body extending
from the connector body. The support body of each of the plurality
of end extensions of the first brake assembly and the second brake
assembly is offset from a midpoint of the associated bar assembly
along a vertical axis, and each of the plurality of brake heads is
offset from a midpoint of the associated bar assembly along the
vertical axis.
Those of skill in the art will better appreciate the features and
aspects of such embodiments, and others, upon review of the
specification.
BRIEF DESCRIPTION OF THE DRAWINGS
A full and enabling disclosure of the present invention, including
the best mode thereof to one skilled in the art, is set forth more
particularly in the remainder of the specification, including
reference to the accompanying figures, in which:
FIG. 1 is an overhead view of portions of an exemplary railway car
truck (shown in phantom) having a braking system in accordance with
one embodiment of the present disclosure installed therein;
FIG. 2 is an overhead view of the exemplary braking system depicted
in FIG. 1 in an non-deployed position;
FIG. 3 is an overhead view of the exemplary braking system depicted
in FIG. 1 in a deployed position with a slack adjuster of the
braking system not actuated;
FIG. 4 is an overhead view of the exemplary braking system depicted
in FIG. 1 in a deployed position after actuation of a slack
adjuster of the braking system;
FIG. 5 is a close-up overhead view of a slack adjuster of a braking
system with the braking system in an non-deployed position in
accordance with one embodiment of the present disclosure;
FIG. 6 is a close-up overhead view of the slack adjuster depicted
in FIG. 5 with the braking system in a deployed position and the
slack adjuster not actuated;
FIG. 7 is a close-up overhead view of the slack adjuster depicted
in FIG. 5 with the braking system in a deployed position and the
slack adjuster actuated;
FIG. 8 is a close-up perspective view of a slack adjuster, with a
cover removed, in accordance with one embodiment of the present
disclosure;
FIG. 9 is a side cross-sectional view of a slack adjuster in
accordance with one embodiment of the present disclosure;
FIG. 10 is a perspective view of a camming bar of a slack adjuster
in accordance with one embodiment of the present disclosure;
FIG. 11 is a front cross-sectional view of a slack adjuster in
accordance with one embodiment of the present disclosure with pawls
of the slack adjuster in a first position;
FIG. 12 is a front cross-sectional view of the slack adjuster
depicted in FIG. 11 with pawls of the slack adjuster in a second
position;
FIG. 13 is a front cross-sectional view of the slack adjuster
depicted in FIG. 11 with pawls of the slack adjuster in a third
position;
FIG. 14 is an overhead view of a strut assembly shown within a
braking system in accordance with one embodiment of the present
disclosure;
FIG. 15 is a perspective view of the strut assembly depicted in
FIG. 14;
FIG. 16 is a side view of the strut assembly depicted in FIG.
14;
FIG. 17 is another perspective view of the strut assembly depicted
in FIG. 14;
FIG. 18 is a perspective view of a strut assembly shown within a
braking system in accordance with another embodiment of the present
disclosure;
FIG. 19 is a side view of the strut assembly depicted in FIG.
18;
FIG. 20 is a perspective view of a portion of a brake assembly,
including a brake head and an end extension, in accordance with one
embodiment of the present disclosure;
FIG. 21 is another perspective view of the portion of the brake
assembly depicted in FIG. 20; and
FIG. 22 is a side view of the portion of the brake assembly
depicted in FIG. 20.
DETAILED DESCRIPTION OF THE INVENTION
Reference will now be made in detail to present embodiments of the
invention, one or more examples of which are illustrated in the
accompanying drawings. The detailed description uses numerical and
letter designations to refer to features in the drawings. Like or
similar designations in the drawings and description have been used
to refer to like or similar parts of the invention. As used herein,
the terms "first", "second", and "third" may be used
interchangeably to distinguish one component from another and are
not intended to signify location or importance of the individual
components. Similarly, the terms "front" and "rear" may be used to
describe certain components relative to one another, it being
understood that the orientation of the components may be reversed
depending for example on a traveling direction of the railway car.
Further, the term "longitudinally" may for example refer to the
relative direction substantially parallel to the traveling
direction of a railway car, and "transverse" may refer for example
to the relative direction substantially perpendicular to the
traveling direction of the railway car.
Each example is provided by way of explanation of the invention,
not limitation of the invention. In fact, it will be apparent to
those skilled in the art that modifications and variations can be
made in the present invention without departing from the scope or
spirit thereof. For instance, features illustrated or described as
part of one embodiment may be used on another embodiment to yield a
still further embodiment. Thus, it is intended that the present
invention covers such modifications and variations as come within
the scope of the appended claims and their equivalents.
Referring now to the figures, FIG. 1 provides a braking system 50
in accordance with an exemplary embodiment of the present
disclosure, installed in an exemplary railway car truck 10 (shown
in phantom). The railway car truck depicted in FIG. 1 generally
includes a first axle 14 and a second axle 20, connected and
supported by a chassis 24. The first axle 14 includes a pair of
first wheels 12 rotatably mounted thereto and similarly, the second
axle 20 includes a pair of second wheels 18 rotatably mounted
thereto. The chassis 24 may support a portion of a railway car (not
shown) and allow the truck 10 and railway car, using the first and
second wheels 12, 18, to roll along a corresponding infrastructure
of railway car tracks (not shown).
As will be discussed in greater detail below, the railway car truck
10 further includes an exemplary braking system 50, including a
first brake assembly 52 and a second brake assembly 54, spaced from
one another along a longitudinal axis L (see FIGS. 2-4). As shown,
a transverse axis T and vertical axis V are additionally defined.
The axes L, T, V are mutually orthogonal. In certain exemplary
embodiments, the first brake assembly 52 may correspond to a front
brake assembly and the second brake assembly 54 may correspond to a
rear brake assembly. Similarly, in certain exemplary embodiments,
the first and second axles 14, 20 of the truck 10 may correspond to
front and rear axles, and the first and second wheels 12, 18 may
correspond to front and rear wheels. The braking system 50 is
configured to generate friction between an outer periphery 16, 22
of the first and second wheels 12, 18, respectively, to slow and/or
stop the railway car truck 10.
Referring now to FIGS. 2-4, the exemplary braking system 50 of FIG.
1 will be described in greater detail. The first brake assembly 52
includes a plurality of brake heads 56, such as a pair of brake
heads 56 as shown, disposed at transverse ends (along transverse
axis T) of the first brake assembly 52. The brake heads 56 each
include one or more brake pads (not shown) defining a thickness and
configured to contact an outer periphery 16 of the first wheels 12
(see FIG. 1). First brake assembly 52 further includes a bar
assembly 58, which can for example include a tension bar assembly
60 and a compression bar 64 each extending between the brake heads
56.
In exemplary embodiments as shown, tension bar assembly 60 may
include a first tension bar 61 and a second tension bar 62. The
second tension bar 62 may be spaced apart from the first tension
bar 61 along the vertical axis V. As shown, no intermediate bars or
members may directly connect the first and second tension bars 61,
62. In exemplary embodiments, the first and second tension bars 61,
62 may be generally flat bar members, as shown.
The compression bar 64, on the other hand, in exemplary embodiments
may be formed from, for example, a C-channel member or other
suitable bar.
As with the first brake assembly 52, the second brake assembly 54
similarly includes a plurality of brake heads 66, such as a pair of
brake heads 66 as shown, disposed at transverse ends of the second
brake assembly 54, each with one or more brake pads (not shown)
defining a thickness and configured to contact an outer periphery
22 of the second wheels 18. Second brake assembly 54 further
includes a bar assembly 68, which can for example include a tension
bar assembly 70 and a compression bar 74 each extending between the
brake heads 66.
In exemplary embodiments as shown, tension bar assembly 70 may
include a first tension bar 71 and a second tension bar 72. The
second tension bar 72 may be spaced apart from the first tension
bar 71 along the vertical axis V. As shown, no intermediate bars or
members may directly connect the first and second tension bars 71,
72. In exemplary embodiments, the first and second tension bars 71,
72 may be generally flat bar members, as shown.
The compression bar 74, on the other hand, in exemplary embodiments
may be formed from, for example, a C-channel member or other
suitable bar.
One having skill in the art will appreciate, however, that in other
exemplary embodiments, the braking system 50 may have any other
suitable configuration of first and second brake assemblies 52, 54.
For example, in other exemplary embodiments, the brake heads 56, 66
may have any other suitable construction and may include any
suitable number of brake pads. In still other embodiments, the
brake assemblies 52, 54 may not include both the tension bar
assemblies and/or compression bars, and additionally, or
alternatively, may include any other suitable bar members and/or
configurations of structural components.
Referring still to FIGS. 2-4, the braking system 50 slows and/or
stops the railway car truck 10 (see FIG. 1) by applying a divergent
braking force between and to the first and second brake assemblies
52, 54, or more particularly, through the brake assemblies 52, 54
to the respective brake heads 56, 66 and brake pads. For the
exemplary braking system 50 depicted in FIGS. 2-4, this force
originates with an actuator 80 which, when actuated, provides a
force which is transmitted to and through the first and second
brake assemblies 52, 54. In general, actuator 80 is operable to
generate a linear force which is transmitted to and through the
first and second brake assemblies 52, 54. As illustrated, the
linear force may be generated along the longitudinal axis L. In
exemplary embodiments, as illustrated, the actuator 80 may be an
inflatable air bag. Alternatively, however, the actuator 80 may be
a brake cylinder, such as an air powered cylinder, hydraulic
cylinder, or electric cylinder, or any other suitable actuator
capable of generating a linear force.
Notably, in embodiments wherein the actuator 80 is an air bag, the
actuator 80 can include a bladder 82 which is generally inflated
and deflated when actuated as desired. The bladder 82 can be
positioned between opposing plates 84, as shown, or rings. The
plates 84 or rings are generally the components of the air bag that
are connected to other components of the braking system 50 as
discussed herein.
Actuator 80 may be disposed proximate the second brake assembly 54.
For example, in exemplary embodiments as discussed, second brake
assembly 54 may include a compression bar 74 and a tension bar
assembly 70. Actuator 80 may be disposed within the second brake
assembly 54, such as in these embodiments between the compression
bar 74 and the tension bar assembly 70.
To facilitate transmission of the linear force generated by the
actuator 80 to the brake assemblies 52, 54, a movable rod 90 may
extend between the first and second brake assemblies 52, 54, such
as along the longitudinal axis L. Movable rod 90 may be a rigid
rod, formed for example from a suitable metal or other suitable
material, which extends between a first end 92 and a second end 94.
The movable rod 90, such as the second end 94 thereof, may be
coupled to the actuator 80. For example, the movable rod 90 may be
indirectly connected to the actuator 80 via a live lever as
discussed herein. Accordingly, the movable rod 90 may be
translatable along the longitudinal axis L based on operation of
the actuator 80. Actuation of the actuator 80 thus causes
translation of the movable rod 90 along the longitudinal axis
L.
In some embodiments, the movable rod 90 may for example be formed
form a single component and/or have a non-adjustable length (i.e.
maximum length between the first end 92 and second end 94).
Alternatively as shown, the movable rod 90 may be formed from
multiple components and/or have an adjustable length. For example,
in exemplary embodiments as shown, the movable rod 90 may be or
include a turnbuckle. The turnbuckle may include an intermediate
portion and end portions which may be connected via threaded
interfaces. Rotation of the intermediate portion relative to the
end portions or the end portions relative to the intermediate
portions may cause adjustment to the length of the rod 90.
To further facilitate transmission of the linear force generated by
the actuator 80 to the brake assemblies 52, 54, braking system 50
may further include a fixed rod 100. Similar to the movable rod 90,
fixed rod 100 may extend between the first and second brake
assemblies 52, 54, such as along the longitudinal axis L. Fixed rod
90 may be a rigid rod, formed for example from a suitable metal or
other suitable material, which extends between a first end 102 and
a second end 104. Fixed rod 100 may further be spaced apart from
movable rod 90, such as along transverse axis T. For example, fixed
rod 100 and movable rod 90 may be positioned on opposite sides of a
centerline of the braking system 50 defined by the longitudinal
axis L. Notably, fixed rod 100 may remain generally stationary, and
not translate, rotate, or otherwise significantly move, during
operation of the braking system 50 as a result of actuation of the
actuator 80. Thus, while movable rod 90 translates based on such
actuation, fixed rod 100 does not. As illustrated, fixed rod 100
may be coupled to the actuator 80, such as via a flange of a strut
assembly as discussed herein.
A dead lever 110 may be provided in the braking system 50 to
transmit the linear force from the actuator 80 and movable rod 90
to the brake assemblies 52, 54. In exemplary embodiments, lever 110
may be disposed proximate the first brake assembly 52 (generally
opposite the actuator 80 along the longitudinal axis L). For
example, in exemplary embodiments as discussed, first brake
assembly 52 may include a compression bar 64 and a tension bar
assembly 60. Lever 110 may be disposed within the first brake
assembly 52, such as in these embodiments between the compression
bar 64 and the tension bar assembly 60.
Lever 110 may include a first end 112, a second end 114, and a
pivot point 116. Pivot point 116 is generally disposed between the
first end 112 and the second end 114. Further, lever 110 may couple
the rods 90, 100 together. For example, movable rod 90, such as the
first end 92 thereof, may be connected to the first end 112 of the
lever 110 (such as via a suitable mechanical connection, etc.).
Fixed rod 100, such as the first end 102 thereof, may similarly be
connected to the second end 114 of the lever 110.
A live lever 120 may additionally be provided in the braking system
50 to transmit the linear force from the actuator 80 and movable
rod 90 to the brake assemblies 52, 54. In exemplary embodiments,
lever 120 may be disposed proximate the second brake assembly 52
(generally opposite the dead lever 110 along the longitudinal axis
L). For example, in exemplary embodiments as discussed, second
brake assembly 54 may include a compression bar 74 and a tension
bar assembly 70. Lever 120 may be disposed within the second brake
assembly 54, such as in these embodiments between the compression
bar 74 and the tension bar assembly 70.
Lever 120 may include a first end 122, a second end 124, and a
pivot point 126. Pivot point 126 is generally disposed between the
first end 122 and the second end 124. Further, lever 110 may
indirectly couple the rods 90, 100 together via the actuator 80.
For example, movable rod 90, such as the second end 94 thereof, may
be connected to the second end 124 of the lever 120 (such as via a
suitable mechanical connection, etc.). Actuator 80 may be connected
to the first end 122 of the lever 120, such as via a flange of a
strut assembly as discussed herein.
Notably, distances may be defined between the first and second
points of each lever and the pivot points of those levers. For
example, a maximum distance 113 may be defined between the first
end 112 and pivot point 116, a maximum distance 115 may be defined
between the second end 114 and pivot point 116, a maximum distance
123 may be defined between the first end 122 and pivot point 126, a
maximum distance 125 may be defined between the second end 124 and
pivot point 126. In some embodiments, a maximum distance 113 and
maximum distance 115 may be equal. Alternatively, a maximum
distance 115 may be greater than a maximum distance 113 as shown,
or a maximum distance 113 may be greater than a maximum distance
115. Similarly, in some embodiments, a maximum distance 123 and
maximum distance 125 may be equal. Alternatively, a maximum
distance 125 may be greater than a maximum distance 123 as shown,
or a maximum distance 123 may be greater than a maximum distance
125. Differences in maximum distances may advantageously provide
lever differentials which provide desired braking forces.
Movement of the levers 110, 120 based on actuation of the actuator
80 may generally cause movement of the brake assemblies 52, 54 to
cause braking operations as discussed above. For example, and
notably, actuation of the actuator 80 causes rotation of the live
lever 120 about the pivot point 126. Specifically, the first end
122 may rotate due to actuation of the actuator 80, and may cause
rotation of the second end 124. This movement of the second end 124
causes translation of the movable rod 90 but no movement of the
fixed rod 100. Further, movable rod 90 and fixed rod 100 are both
connected to the lever 110 at the ends 112, 114 of the lever 110.
As a result, and as illustrated, translation of the movable rod 90
along the longitudinal axis L causes translation of the first end
112 and the pivot point 116 along the longitudinal axis L and
rotation of the first end 112 and the pivot point 116 about the
second end 114. Second end 114, due to the connection to the fixed
rod 100, remains stationary. Such movement of the first end 112 and
pivot point 116, however, generally causes a distance 118 along the
longitudinal axis L between the first brake assembly 52 and the
second brake assembly 54 to change, with an increase in the
distance 118 resulting in contact with the wheels 12, 18 and
resulting braking and a decrease in the distance 118 resulting in
ceasing of contact and braking operations.
FIG. 2 illustrates the braking system 50 in a non-deployed
position, with the actuator 80, in this case an air bag, not
actuated. FIG. 3 illustrates the braking system 50 in a deployed
position after actuation of the air bag.
To facilitate the movement of the first and second brake assemblies
52, 54 along the longitudinal axis L, the various components of the
system 50 must be connected to the brake assemblies 52, 54. For
example, braking system 50 may include a strut assembly 200 which
is disposed proximate the second brake assembly 54, such as between
the tension bar assembly 70 and the compression bar 74. Strut
assembly 200 may, for example, be connected to the second brake
assembly 54, such as to the tension bar assembly 70 and/or
compression bar 74 as illustrated. Actuator 80, fixed rod 100 (such
as second end 104), and live lever 120 may be connected to
components of the strut assembly 200, and fixed rod 100.
Accordingly, strut assembly 200 may facilitate the transfer of
braking force to the second brake assembly 54. Exemplary
embodiments of strut assembly 200 will be discussed in detail
herein.
Braking system 50 may further include a slack adjuster 130. Slack
adjuster 130 may be disposed proximate the first brake assembly 52,
such as between the tension bar assembly 60 and the compression bar
64. Slack adjuster 130 may, for example, be connected to the first
brake assembly 52, such as to the tension bar assembly 60 and/or
compression bar 64 as illustrated. Further, and critically, the
slack adjuster 130 may be connected to the lever 110, such as to
the pivot point 116 as illustrated.
In addition to transmitting the braking force from the rods 90, 100
and levers 110, 120 to the first brake assembly 52, slack adjuster
130 may additionally generally adjust the distance 118 to account
for wear in the system 50, such as in the brake heads 56, 66 and
specifically the pads thereof. For example, as mentioned, FIG. 3
illustrates the braking system 50 in a deployed position after
actuation of the air bag. In FIG. 3, the slack adjuster 130 has not
been actuated, because the brake heads 56, 66 generally contact the
wheels 12, 18 when the lever 110 is rotated within a first angle
range 132, as discussed herein. The first angle range 132 can
generally be optimized on a system-by-system basis based on the
optimal performance of the actuator 80 and other components of the
system 50. After a period of use, however, the brake heads 56, 66,
and specifically the brake pads thereof, may wear, thus requiring
the brake assemblies 52, 54 to travel further along the
longitudinal direction L in order for the brake heads 56, 66 to
contact the wheels 12, 18. Accordingly, lever 110 may be required
to rotate within a second angle range 134 that is greater than the
first angle range 132 for this contact to the made. However, the
increased actuation that is required of the actuator 80 to cause
this further rotation of the lever 110 may require that the
actuator 80 operate outside of its peak performance range, thus
causing non-optimal braking. Slack adjuster 130 may adjust the
distance 118 to account for this situation, for example increasing
the distance 118 such that lever 110 is only required to rotate
within the first angle range 132 to facilitate braking despite the
brake head 56, 66 wear, etc. FIG. 4, for example, illustrates the
brake system 50 in the deployed position and after actuation of the
slack adjuster 130, with distance 118 increased relative to FIG. 3
such that the brake heads 56, 66 again generally contact the wheels
12, 18 when the lever 110 is rotated within a first angle range
132.
Specifically, in the embodiments shown, slack adjuster 130 is
advantageously operable to adjust a distance 136 along the
longitudinal axis L between a reference point 138 and the pivot
point 116. Reference point 138 is defined by and on the bar
assembly 58 of the first brake assembly 52. For example, reference
point 138 can be defined on the tension bar assembly 60 or the
compression bar 64. In the embodiments illustrated, reference point
138 is defined as a central point along the transverse axis T on
the tension bar assembly 60, such as on either the first or second
tension bar 61, 62. Referring briefly to FIGS. 5 through 7, for
example, rotation of the first end 112 about the pivot point 116
within first angle range 132 causes no adjustment of the distance
136 along the longitudinal axis L between the reference point 138
and the pivot point 116. Rotation of the first end 112 about the
pivot point 116 within second angle range 134, which is different
from and in exemplary embodiments greater than the first angle
range 132 causes adjustment of the distance 136 along the
longitudinal axis L between the reference point 138 and the pivot
point 116. FIG. 5 illustrates slack adjuster 130 in a non-deployed
position, with braking system 50 generally also in a non-deployed
position. FIG. 6 illustrates braking system 50 actuated to a
deployed position, with slack adjuster 130 in a non-deployed
position. As illustrated, because first end 112 is within first
angle range 132, the slack adjuster 130 has not been actuated. FIG.
7 illustrates braking system 50 actuated to a deployed position,
with slack adjuster 130 illustrated after actuation in the deployed
position due to rotation of the first end 112 into the second angle
range 134. FIG. 4 similarly illustrates slack adjuster 130 after
actuation in the deployed position.
The location and operation of slack adjusters 130 as disclosed
herein provides numerous advantages. For example, the positioning
of the slack adjuster 130 allows both a fixed rod 100 to be
utilized, and eliminates the requirement for a slack adjuster
incorporated into the fixed rod 100 or movable rod 90. This
contributes to the robustness and improved force transmission of
brake systems 50 of the present disclosure. Further, slack
adjusters 130 positioned in accordance with the present disclosure
may advantageously be relatively compact and may thus
advantageously decrease the weight of the associated system 50.
Referring now to FIGS. 5 through 13, embodiments of slack adjusters
130 in accordance with the present disclosure will be described in
detail. It should be understood, however, that any slack adjuster
130 which is operable to adjust a distance 136 along the
longitudinal axis L between a reference point 138 and a pivot point
116 is within the scope and spirit of the present disclosure.
As illustrated, a slack adjuster 130 in accordance with the present
disclosure may include a first body 140 connected to the lever 110
at the pivot point 116, and a second body 142 connected to the bar
assembly 59. For example, as shown, second body 142 may be
connected to the tension bar 60. First body 140 may be translatable
relative to the second body 142 along the longitudinal axis L.
Further, in exemplary embodiments as illustrated and due to the
connections of the first and second bodies 140, 142 as shown,
translation of the first body 140 relative to the second body 142
along the longitudinal axis L may adjust the distance 136 along the
longitudinal axis L between the reference point 138 and the pivot
point 116.
Slack adjuster 130 may further include one or more springs 144
(which may for example be compression springs or other suitable
biasing members). Each spring 144 may be operable to bias the first
body 140 along the longitudinal axis L, such as relative to (and in
exemplary embodiments away from) the second body 142. For example,
in embodiments wherein springs 144 are compression springs, the
springs 144 may be compressed when the slack adjuster 130 is not
deployed. As discussed herein, springs 144 may be held in the
compressed position by a ratchet assembly or other suitable
actuatable component of the slack adjuster 130. When the slack
adjuster 130 is actuated, the springs 144 may be released, and the
outward bias of the springs 144 may force the first body 140 away
from the second body 142 along the longitudinal axis L, thus
deploying the slack adjuster 130.
As shown, slack adjuster 130 may include one or more guide rails
146. The guide rails 146 may extend from the second body 142. First
body 140 may be movable connected to the guide rails 146, and may
be translatable along the guide rails 146. Further, a spring 144
may be associated with a guide rail 146. For example, a spring 144
may generally surround a guide rail 146 as illustrated.
Accordingly, guide rails 146 may generally guide the travel of the
springs 144 and the first body 140 relative to the second body
142.
As mentioned, slack adjuster 130 may further include, for example,
a ratchet assembly 150. Ratchet assembly 150 may generally be
operable to cause translation of the first body 140 relative to the
second body 142. For example, as discussed, rotation of the first
end 112 about the pivot point 116 within first angle range 132
causes no actuation of the slack adjuster 130, and thus no
adjustment of the distance 136 along the longitudinal axis L
between the reference point 138 and the pivot point 116. Rotation
of the first end 112 about the pivot point 116 within second angle
range 134 causes actuation and deployment of the slack adjuster
130, and thus adjustment of the distance 136 along the longitudinal
axis L between the reference point 138 and the pivot point 116.
Ratchet assembly 150 may be actuatable to release the springs 144
and cause movement of the first body 140 as discussed above, thus
causing actuation and deployment of the slack adjuster 130. FIGS. 8
through 13 illustrate embodiments and components of ratchet
assemblies 150 in accordance with the present disclosure. In FIG.
8, a cover 152 of the ratchet assembly 150 has been removed for
ease of viewing other components of the ratchet assembly 150.
As illustrated, ratchet assembly 150 can include a rotatable nut
154 and one or more pawls engageable with the nut 154. For example,
a first pawl 160 and a second pawl 162 may each be engageable with
a plurality of external teeth 156 of the nut 154. Further, a screw
rod 164 may be connected, such as threadably connected, to the nut
154. For example, external threads 166 of the screw rod 164 may be
threadably connected to internal threads 158 of the rotatable nut
154. Additionally, screw rod 164 may be connected, such as
threadably connected, to a fixed nut 170. For example, the external
threads 166 may be threadably connected to internal threads 172 of
the fixed nut 170. Fixed nut 170 may, for example, be connected to
or housed within the second body 142.
Referring briefly to FIGS. 9 and 11 through 13, the pawls 160, 162
may each be rotated between an engaged position wherein the pawl
160, 162 is contacting the plurality of external teeth 156 and a
disengaged position wherein the pawl 160, 162 is spaced from the
plurality of external teeth 156. When a pawl 160, 162 contacts the
external teeth 156, this contact generally prevents rotation of the
nut 154, and thus the connected screw rod 164, in a particular
direction. Further, when two pawls 160, 162 are utilized as
illustrated, the pawls 160, 162 may be positioned such that contact
with the external teeth 156 by the first pawl 160 generally
prevents rotation of the nut 154 in a first direction and contact
with the external teeth 156 by the second pawl 162 generally
prevents rotation of the nut 154 in a second opposite direction.
The first direction may, for example, be the direction of rotation
that the nut 154 and screw rod 164 rotate in as the first body 140
translates away from the second body 142, and the second direction
may, for example, be the direction of rotation that the nut 154 and
screw rod 164 rotate in as the first body 140 translates towards
the second body 142. Such rotation is caused in the first direction
by the spring bias and the interaction between the screw rod 164
and fixed nut 170, and this rotation causes translation of the
screw rod 164 and rotatable nut 154 with the first body 140 and
relative to the fixed nut 170 and second body 142. Rotation in the
second opposite direction (and accompanying translation) can be
caused manually by an operator resetting the slack adjuster 130, or
can alternatively be caused by a suitable selectively actuatable or
biasing component.
FIG. 11 illustrates first pawl 160 in an engaged position and
second pawl 162 in a disengaged position. In these positions, the
ratchet assembly 150 prevents rotation of the screw rod 164 and
rotatable nut 154 in a first direction and thus prevents
translation of the first body 140 away from the second body.
However, rotation of the screw rod 164 and rotatable nut 154 in a
second direction and thus translation of the first body 140 towards
the second body is allowed. FIG. 12 illustrates first pawl 160 in a
disengaged position and second pawl 162 in a disengaged position.
FIG. 13 illustrates first pawl 160 in a disengaged position and
second pawl 162 in an engaged position. In both of these positions,
the ratchet assembly 150 allows rotation of the screw rod 164 and
rotatable nut 154 in a first direction and thus allows translation
of the first body 140 away from the second body. In the positions
of FIG. 12, the ratchet assembly 150 allows rotation of the screw
rod 164 and rotatable nut 154 in a second direction and thus allows
translation of the first body 140 towards the second body. In the
positions of FIG. 13, the ratchet assembly 150 prevents rotation of
the screw rod 164 and rotatable nut 154 in a second direction and
thus prevents translation of the first body 140 towards the second
body.
Referring again generally to FIGS. 5 through 13, ratchet assembly
150 may further include a camming bar 180. The camming bar 180 may
be operable to adjust the positions of the pawls 160, 162, and thus
selectively allow translation of the first body 140 relative to the
second body 142 as discussed above. For example, camming bar 180,
such as a cam surface 182 thereof, may be in contact with the pawls
160, 162. With respect to the first pawl 160, camming bar 180 may
be translatable between an engaged position wherein the pawl 160 is
rotated into contact with one of the plurality of external teeth
156 and a disengaged position wherein the pawl 160 is rotated into
a position spaced from the plurality of external teeth 156.
Interaction with the cam surface 182 may cause such rotation. With
respect to the second pawl 162, camming bar 180 may be translatable
between an engaged position wherein the pawl 162 is rotated into
contact with one of the plurality of external teeth 156 and a
disengaged position wherein the pawl 162 is rotated into a position
spaced from the plurality of external teeth 156. Interaction with
the cam surface 182 may cause such rotation. Cam surface 182 may,
for example, include two or more portions, such as three portions
as illustrated, which may each when in contact with the pawls 160,
162 rotate the pawls 160, 162 to the various positions. For
example, first portion 184 may cause the first pawl 160 to be in
contact with the teeth 156 and second pawl 162 to be spaced from
the teeth 156, second portion 186 may cause the first pawl 160 to
be spaced from the teeth 156 and second pawl 162 to be spaced from
the teeth 156, and third portion 186 may cause the first pawl 160
to be spaced from the teeth 156 and second pawl 162 to be in
contact with the teeth 156. With respect to the first pawl 160,
camming bar 180 is in the engaged position when the first portion
184 contacts the pawl 160 and the disengaged position when the
second or third portions 186, 188 contact the pawl 160.
Accordingly, when the camming bar 180 is in the disengaged position
with respect to the first pawl 160, the spring bias can cause the
first body 140 to translate away from the second body 142. With
respect to the second pawl 162, camming bar 180 is in the engaged
position when the third portion 188 contacts the pawl 162 and the
disengaged position when the second or first portions 186, 184
contact the pawl 162.
As discussed, camming bar 180 can be translatable between various
positions to facilitate operation of the slack adjuster 130
generally. This translation is generally based on rotation of the
lever 110. For example, rotation of the first end 112 about the
pivot point 116 within first angle range 132 can cause the camming
bar 180 to remain in a position such that the first pawl 160 is in
an engaged position. Rotation of the first end 112 about the pivot
point 116 within second angle range 134, however, can cause the
camming bar 180 to translate to a position such that the first pawl
160 is in a disengaged position. In some embodiments as
illustrated, ratchet assembly 150 can further include a control rod
190, which can be coupled to the camming bar 180 and which can
cause such translation of the camming bar 180. For example,
translation of the control rod 190 can cause translation of the
camming bar 180.
Referring specifically to FIGS. 5 through 7, one embodiment of the
control rod 190 interaction with the camming bar 180 is provided.
As illustrated, the control rod 190 may be coupled to fixed rod.
The control rod 190 may further include a coupling point 192 which
may be movably coupled to the camming bar 180. During rotation of
the first end 112 of the lever 110 about the pivot point 116 with
the first angle range 132, the camming bar 180 (together with the
pawls 160, 162, etc.) may translate relative to the control rod 190
and coupling point 192 thereof, which may remain stationary in
terms of translation relative to camming bar 180. Accordingly,
camming bar 180 may also remain stationary in terms of translation
relative to the pawls 160, 162. During rotation of the first end
112 of the lever 110 about the pivot point 116 with the second
angle range 134, a stop 196 of the camming bar 180 may during
translation encounter the coupling point 192 of the control rod
190. Due to this contact with the stop 196, continued translation
of the camming bar 180 may be stopped, and the pawls 160, 162 may
continue to translate relative to the camming bar 180. Accordingly,
camming bar 180 may translate relative to the pawls 160, 162, and
the slack adjuster 130 may be actuated.
Additionally, ratchet assembly 150 may include a control spring
198. This spring may interact with the camming bar 180 and control
rod 190 and may, as illustrated, provide a spring bias to the
camming bar 180 and control rod 190, such as in the first direction
of travel of the first body 140 away from the second body 142.
It should be understood that the present disclosure is not limited
to the ratchet assemblies 150, slack adjusters 130, etc. described
herein, and rather that any suitable components for adjusting the
distances with braking systems 50 as discussed herein are within
the scope and spirit of the present disclosure.
As discussed above, braking system 50 may include a strut assembly
200. Referring now to FIGS. 14 through 19, embodiments of a strut
assembly 200 in accordance with the present disclosure are
provided. The use of assemblies 200 in accordance with the present
disclosure may provide the braking system 50 with various
advantages. For example, strut assembly 200 can provide generally
even transmission of force to the second brake assembly 54 (about
the longitudinal axis), and can linearly orient the rods to
facilitate improved force transmission and reduce bending moments,
etc., on the rods 90, 100 caused by the linear force generated by
the actuator 80.
As discussed, strut assembly 200 can be disposed proximate the
second brake assembly 54, such as between the tension bar assembly
70 and the compression bar 74. Strut assembly 200 may, for example,
be connected to the second brake assembly 54, such as to the
tension bar assembly 70 and/or compression bar 74 as illustrated.
Actuator 80 may be connected to the strut assembly 200, and fixed
rod 100, movable rod 90 (such as the second ends 104, 94 thereof),
and live lever 120, may further be connected to the strut assembly
200.
In exemplary embodiments, as illustrated, strut assembly 200
includes a first strut member 202 and a second strut member 204.
The second strut member 204 may be spaced apart from the first
strut member 202. As shown, no intermediate bars or members may
directly connect the first and second strut members 202, 204. In
exemplary embodiments, the first and second strut members 202, 204
may be generally flat members, as shown.
Each strut member 202, 204 may include a base 206 and an arm 208
which extends from the base 206. The base 206 of each strut member
202, 204 may, for example, be connected to the tension bar assembly
70, such as to the first tension bar 71 and second tension bar 72.
Mechanical fasteners 209 (which in exemplary embodiments may be
nut/bolt combinations but alternatively may be screws, nails,
rivets, etc.) may, for example, extend through the bases 206 and
tension bars 71, 72 to connect these components together. In
exemplary embodiments as shown, the bases 206 may be generally
centered relative to the tension bar assembly 70 along the
transverse direction T to facilitate even force distribution.
Further, in exemplary embodiments, the bases 206 may be connected
to the tension bar assembly 70 at two or more locations, as
shown.
The arm 208 of each strut member 202, 205 may, for example, be
connected to the compression bar 74. Mechanical fasteners 209 may,
for example, extend through the arms 208 and compression bar 74 to
connect these components together. In exemplary embodiments, the
location of connection of the arms 208 with the compression bar 74
may be generally centered relative to the tension bar assembly 70
along the transverse direction T to facilitate even force
distribution. In some embodiments, each arm 208 may include a
curvilinear and/or offset (along transverse axis T) portion which
facilitates accommodation of the actuator 80 as shown.
In exemplary embodiments as shown, the live lever 120 may be
coupled to the strut assembly 200. Specifically, the pivot point
126 may be coupled to the strut assembly 200 (i.e. via a mechanical
fastener 209), such as to the first and second strut members 202,
204. In exemplary embodiments as shown, the live lever 120 may be
disposed between the first strut member 202 and the second strut
member 204 along the vertical axis V, as shown.
Referring now to FIGS. 18 and 19, in some embodiments the system 50
may further include a hand brake lever 210. The hand brake lever
210 may facilitate manual activation of the system 50 through
movement of the hand brake lever 210, which may cause translation
of the movable rod 90. Hand brake lever 210 may, for example,
include a base 212 and an arm 214 extending therefrom. In exemplary
embodiments as illustrated, the base 212 may be disposed between
the first strut member 202 and the second strut member 204, as
shown. The hand brake lever 210, such as the base 212 thereof, may
be coupled to the pivot point 126 of the live lever 120 and
connected to the movable rod 90, such as the second end 94 thereof.
To actuate the hand brake lever 210, hand brake lever 210 may be
manually moved, such as by rotating the arm 214. Such movement may
cause movement, such as rotation, of the base 212, which in turn
may cause translation of the movable rod 90. Subsequent movements
of the various components of the system 50 as discussed herein may
result from such movement of the movable rod 90.
The arm 214 may extend from the base 212 at a suitable angle 216 to
facilitate ease of access. For example, the arm 214 may extend at
an angle (to the longitudinal axis L--transverse axis T plane) of
between 20 degrees and 50 degrees, such as between 25 degrees and
40 degrees, such as approximately 30 degrees.
In some embodiments, as illustrated in FIGS. 14 through 17, the
live lever 120, the first strut member 202 and the second strut
member 204 are disposed between the first tension bar 71 and the
second tension bar 72 along the vertical axis V. Alternatively and
in particular when a hand brake lever 210 is utilized, the live
lever 120 and only one of the first strut member 202 or second
strut member 204 are disposed between the first tension bar 71 and
the second tension bar 72 along the vertical axis V. Notably and
advantageously, however, the same components may be utilized in
both hand brake and non-hand brake embodiments, with the relative
positioning along the vertical axis V modified in hand brake
embodiments. Referring again to FIGS. 14 through 19, a flange 220,
such as a first flange, may be connected to and between the live
lever 120, such as the first end 122 thereof, and the actuator 80.
Flange 220 may thus provide the connection between these
components. The flange 220 may in exemplary embodiments define a
first central longitudinal axis C1 which, when the braking system
50 is assembled, may be generally parallel to the longitudinal axis
L. In exemplary embodiments, the actuator 80 may be centrally
aligned on the central longitudinal axis C1 such that the linear
force generated by the actuator 80 is generated along the central
longitudinal axis C1. Notably, the flange 220 may include a variety
of different mounting bore holes defined therein to facilitate a
connection between the flange 220 and various sizes of actuators
80, while allowing each sized actuator 80 to be desirably centrally
aligned.
Strut assembly 200 may further include a second flange 230. Second
flange 230 may similarly be connectable to the actuator 80 such
that, when assembled as illustrated, the actuator 80 may be
connected to the flange 230. Accordingly, actuator 80 may be
connectable and, when assembled, connected between the first flange
220 and the second flange 230.
Second flange 230 may include a body 232 and a pocket 234 defined
in the body 232. To connect the fixed rod 100 to the assembly 200,
the second end 104 of the fixed rod 100 may be, when assembled,
disposed within the pocket 234. Accordingly, pocket 234 may be
sized to receive the fixed rod 100, such as the second end 104
thereof, therein. Further, advantageously, the pocket 234 may be
centrally located on the body 232. In exemplary embodiments as
illustrated the second flange 230 generally and/or the pocket 234
thereof may be centrally aligned on the central longitudinal axis
C1. Accordingly, the linear force generated by the actuator 80 may
be generated along the central longitudinal axis C1 centrally
through the second flange 230 generally and/or the pocket 234
thereof. Fixed rod 100 may further extend along the central
longitudinal axis C1 and, because fixed rod 100 is connected to the
pocket 234 in these embodiments, the linear force can thus
advantageously be transmitted linearly through the fixed rod
100.
Further, in exemplary embodiments as shown, flange 230 may include
a passage 236 defined in and through the body 232. Passage 236 may
allow for an actuation source, such as in the case of an air bag an
air hose (not shown) to connect through the flange 230 to the
actuator 80.
Referring now to FIGS. 20 through 22, a braking system 50 may
further include a plurality of end extensions 250. For example,
each brake assembly 52, 54 may include a plurality of end
extensions 250. Each end extension 250 may be connected to a bar
assembly 58, 68, such as proximate a brake head 56, 66. Further,
each end extension 250 may be connected to a brake head 56, 66. The
end extensions 250 generally provide interfaces for supporting the
braking system 50 on the chassis 24. Specifically, the end
extensions 250 contact the chassis 24 and support the braking
system 50 relative to the chassis 24.
As illustrated, each end extension 250 may include a connector body
252 and a support body 254. In exemplary embodiments as shown the
connector body 252 and support body 254 are integral with each
other, and thus integrally formed as a single, monolithic
component. In general, the connector body 252 may connect the end
extension 250 to other components of the braking system 50, and the
support body 254 extends from the connector body 252 and provides
the interface with the chassis 24.
For example, each end extension 250 (such as the connector body 252
thereof) in exemplary embodiments may be connected at a first
connection point 256 (such as via a mechanical fastener 209) to an
associated brake head 56, 66 and bar assembly 58, 68 (i.e. the
compression bar 64, 74 and/or tension bar assembly 60, 70 thereof).
For example, a first mechanical fastener 209' may extend through
the end extension 250 (such as the connector body 252 thereof) and
the associated brake head 56, 66 and bar assembly 58, 68 at the
first connection point 256 to connect these components
together.
Further, each end extension 250 (such as the connector body 252
thereof) in exemplary embodiments may be connected at a second
connection point 258 (such as via a mechanical fastener 209) to an
associated bar assembly 58, 68 (i.e. the compression bar 64, 74
and/or tension bar assembly 60, 70 thereof). For example, a second
mechanical fastener 209'' may extend through the end extension 250
(such as the connector body 252 thereof) and the associated bar
assembly 58, 68 at the second connection point 258 to connect these
components together. Notably, however, the end extension 250 may
not be connected to an associated brake head 56, 66 at the second
connection point 258. For example, the second mechanical fastener
209'' may not extend through the associated brake head 56, 66 at
the second connection point 258. Such use of the second connection
point 258 advantageously allows for the brake heads 56, 66 to be
removed (via the first connection point 256, such as by removing
the first mechanical fastener 209') for inspection, repair,
replacement, etc., while the end extension 250 and the associated
bar assembly 58, 68 remain connected at the second connection point
258 (such as via the second mechanical fastener 209'').
Accordingly, entire disassembly of these components is not required
for inspection, repair, replacement, etc. of the brake heads 56,
66.
The end extensions 250 may, in exemplary embodiments, position
various other components of the braking system 50 in advantageous
relative locations along the vertical axis V. Such positioning may
facilitate improved access to the braking system 50 and improved
braking operation due to reduced wear to the brake heads 56,
66.
For example, in some embodiments as shown, the support body 254
(i.e. a midpoint thereof along the vertical axis V) of each end
extension 250 may be offset from a midpoint 259 of the associated
bar assembly 58, 68 along the vertical axis V. As shown, in
exemplary embodiments, each support body 254 may be below the
midpoint 259 along the vertical axis V. Such positioning may
advantageously raise the remaining components of the braking system
50 relative to the chassis 24. Additionally or alternatively, in
some embodiments as shown, each support body 254 may be angled
relative to a plane defined by the longitudinal axis L and
transvers axis T.
Additionally or alternatively, each brake head 56, 66 may be offset
from the associated midpoint 259 along the vertical axis V. For
example, in exemplary embodiments as shown, each brake head 56, 66
may be above the associated midpoint 259 along the vertical axis V.
Such positioning may advantageously reduce and/or evenly distribute
the wear on the brake pads of the brake head 56, 66 may faciliting
improved positioning of the brake heads 56, 66 relative to the
wheels 12, 18.
This written description uses examples to disclose the invention,
including the best mode, and also to enable any person skilled in
the art to practice the invention, including making and using any
devices or systems and performing any incorporated methods. The
patentable scope of the invention is defined by the claims, and may
include other examples that occur to those skilled in the art. Such
other examples are intended to be within the scope of the claims if
they include structural elements that do not differ from the
literal language of the claims, or if they include equivalent
structural elements with insubstantial differences from the literal
language of the claims.
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